Engine.



F. W. JOHNSTONE.

ENGINE.

- APPLICATION FILED FEB. 16. 1918- I 1,280,4%.. Patented 0011.1,1918.

3 SHEETS-SHEET 1- Q gm" llllllllllll N Will I F. W. JOHNSTONE.

ENGINE.

APPLICATION FILED FEB. 16. I918.

Patented Oct. 1, 1918.

3 SHEETSSHEET 2.

rue mm ms Prrsns cm. FNOYD-LITHQ. WASHING mlv, :1v :7,

F. W. JO'HNSTONE.

ENGINE.

APPLICATION FILED FEB. 16. 1913.

LQSOAB L Patented Oct. 1, 1918.

3 SHEETS-SHEEI' 3.

-- Fls-3:

WITNESSES To all whom it may concern."

runners w. JoHNs roN foF FoBT sMITH, ARKANSAS.

Specification of Letters Iateut.

ENGINE. i

. Patented 0ct. 1, mile.

Application filed February 16, 1918. Serial No. 217,478.

Be it known that I, FRANoIs- WV. JOHN- STONE, of Fort Smith, inthe county of Sebastian and State of Arkansas, have invented a certain newand useful Improvement in Engines, of which improvement the following is a specification. I

My invention relates, generally, to engines operated by fluid pressure, but is particularly adapted for application as aninternal combusion engine, in which oil or gas bay be used as fuel. It is also specially deengine, in which all of the moving parts are signed to operate as a locomotive engine, in

which case it may be coupled directly to the driving wheels of the vehicle or may be connected to drive an electric generator, which, in turn, supplies the current for operating electric motors mounted on the axles.

One of the objects of my invention is to provide a substantially perfectly balanced counterbalanced by other moving parts, so as to eliminate practically allvibration and produce a smooth running machine. Another object is to provide a compact and efficient construction which may be built in large sizes, up to two thousand horse power or more, and yet be contained within the usual clearance limits of the standard locomotive.

Under my invention, the construction includes upright cylinders disposed in pairs, one or more, with a rocking beam pivoted above each pair of cylinders, and connected by rods at opposite ends with the pistons, and a main crank shaft below the rocking beam, between the cylinders, and a connecting rod from each rocking beam to a corresponding crank on the main shaft.

While my improved engine may be operated by steam or gas, it is artic l rly} adapted to be employed as an internal com bustion engine for locomotives, and it is so illustrated in the accompanying drawings, in which:

Figure 1 is a side view, in elevation, of the locomotive with a portion broken away to show the engine; Fig. 2, a transverse section of the locomotive upon a larger scale, showing the engine partially in end elevation and partially in vertical section through the center of one of the cylinders, and, Fig. 3, a longitudinal sectional view of the engine, one half being taken on a central yertical plane, and the other half partly on eaidplane and partly on a vertical plane through the center of one of the cylinders."

As shown more particularly in Figs. 2 and 3, my improved engine construction comprlses cylinders 4, arranged in pairs,,one or more being used as desired, and set in a vertical or upright position with their upper ends open, the pistons, 5, of each pair of cylinders being connected by means of rods, 6, with the opposite ends of a rocking beam, 7, mounted to oscillate on a fulcrum or trunnion shaft, 8, supported above and substantially midway between the cylinders. The main driving or crank shaft, 9, is located below and at right angles to the rocking beams, and between the cylinders, and is driven by a main connecting rod 10, pivotally connected to each rocking beam, at a point between its fulcrum and one end, and connected, at its lower end, to the pin, 11, of a corresponding crankon said shaft.

This construction has the advantage of being very compact and occupies a minimum amount of space laterally and vertically, even when built in large power units. It is also substantially perfectly balanced, as the pistons and their rods at opposite ends of the rocking beam exactly balances each other, and the upper portion of the main connecting rod 10, which may be regarded as a reciprocating part, is balanced by the weight cast in the beam upon the opposite side of the fulcrum, (indicated in dotted lines in Fig. 2). The lower portion of the main connecting rod, which may be regarded as a revolvingweight, is balanced by counterweights carried on the inside end of the crank arms orby similar parts on an adjacent crank set at 180, where a plurality of pairs of cylinders are employed. With this construction also, the angularity of the pis ton connecting rods is so slight that there is practically no side thrust of the pistons against the walls of the cylinder, thus furdriving shaft is provided with a plurality of cranks corresponding to the number of pairs of cylinders, the cranks being preferably symmetrically located, that is, in the case of tWo, they Would be spaced 180 apart; in the case of three, 120, etc., thus producmg a balance for the rotating. parts.

' for propelling a locomotive, the cylinders,

' Where my improved engine is employe may be mounted in an upright position upon a suitable floor orframe 21, of the locomotive, the cylinders cf each pair being located upon opposite sides ofthe-longi tu'dinal center line ef'tlre locomotive, andwith the maindriving or crank shaft substantially onthe center line between said cylinders By means of this; arrangement, the! construction Copies of this patent may be obtained, for,

occupies. a minimum amount of space vcrti-' cally and laterally, so. that by using a plurality of pairs: of cylinders,engi=nesi of comparatively large power may be installed Wan-a the usual clearance li mit's allowable for a locomotive-.- Themain crank shaft may be connected to drive an electric gen erato'r 12,. which supplies the current to,

operate motors mounted on the aides, in the usual Well known manner; The engines may a be duplicated upon an extension of the" main shaftat the opposite side or the electric generator, where greater power is? desired, as will be readily understood 1' a With this construction having a comparetively low. center of gravity, and its balanced movingparts symmetrically located rela-' tively to; the longitudinal center line of the locomotive,- there will be very little'vibrration, oscillation, or rollingzetfect, and a perthe engine by internal cont may be employed andthat the engine may be operated by steam or other fiuld pressure if desired,

I claim as my invention and desire to secure by Letters Patent:

1. The combination with the floor frame of a locomotive, of an engine comprising a pair of vertical cylinders open at'their upper ends and bolted upon said frame one on each side of the longitudinal center line of the locomotive, a, crank shaft journ-aledf bctween said cylinders in. the vertical planeof said line, fulcrum shaft in said plane above the upper ends of's'aidl cylinders, a

shaft, a Walking he'al'n mounted to; oscillate above each pair of cylinders, rods connecting' the pistons of each pair of cylinders to the ends of the oer-responding beam, and a connecting rod lair Totally connectedtoeach beam between its ends and to the corresponding crank on said crank shaft.

In an electric locomotive, the combina tion With the bed-plate or frame, of a main crankshaft jonrnaled centrally thereon, an electric generator coupled: to said. shaft, a fulcrum shaft mounted on said frame above said crank shaft, a pair ofcylinders; bolted on said frame one on each side of said crank shaft, a rocking beam moi-mted onsaid fulcrum shaft above said cylinders,.-a piston in each cylinder, a rod connecting each piston to the corresponding end of said beam, and a rod connecting; said crank shaft to said beam-.- 7

RV. JOHNSTONE'. Witnesses:

B. E. CARTER,

J. A. COLEMAN.

five cents each, by addressing the fdommlssioner ot Patents,

Washington}, 13.0. 

